Carburetor



Aug. 15, 1933. F E, ASELTTlNE 1,922,414

` CARBURETOR Filed May 3, 1929 5 Sheets-Sheet 1 931-45 Z, Zu/m,"

aucuns* Patented Aug. l5, 1933 UNITED STATES oaRBUaE'roa Fred E. Aseltine, Dayton, Ohio, assignor to Delco Products Corporation, Dayton, Ohio, a Corporation o! Delaware Original application May 9, 1923, Serial No.V 637,829. `Divided and this application May 3,

1929 Serial No. 360,024

`11V claims. (01290-31) This invention relates to means for supplying to an internal combustion engine charges of fuel mixed with a supporter of combustion, and is particularw adapted for engines which run at constant speed.

Objects of the invention are to supply a comfparatively rich fuel mixturenor priming to an internal combustion engine at startingand during initial operation and thereafter, when the engine is warmed and running normally, to supply a comparatively lean mixture; to heat the fuel or fuel mixture in its course to the engine during the initial period of operation; to interpose a baiile during cold weather in a stream of liquid fuel particles flowing to the engine during said initial period of operation; to control the position of vsaid bafe in response to the engine starting operation and temperature conditons; to regulate the quantity of fuel mixture in its passage from the point of primary pulverization to the'point of throttle control in response to temperature conditions or otherwise, and in other respects to improve the operation of internal combustion engines by supplying fuel thereto in accordance with the demand of the engine.

This application is a division of application Serial No. 637,829, filed May 9, 1923.

Thel invention consists in the combination of elements and structure of parts described hereinafter, defined in the appended claims and illustrated in the accompanying drawings.

In the drawings, in which like parts .are indi,- cated by like reference characters:

Fig. l is a side elevation of the carburetor;

Fig. 2 is a view of the carburetor with the fuel reservoir thereof, a primer tank and priming fuel well and mixing chamber within said reservoir shown in section; i v

Fig. ,3 is a plan view of the carburetor, the cover of Aa thermostatic switch and'throttle controlling device being shown in section to expose the elements thereunder; 1

Fig. 4 is a vertical sectionalview of the carburetor through the fuel mixture passages, certain parts being omitted for the sake of clearness;

Fig. 5 is a section takenmalong the line 5-5 of Fig. 4, certain parts beyond the line of section being omitted;

Fig. 6 is a section taken along the line 6-6 of Fig. 3;

Fig. 7 is a sectional viewtaken along'the line 7-7 of Fig. 3; *f

' Fig. 8 is a sectional view taken along the line 8- -8ofFig.6;

Fig. 9 is a part 4sectional view of the lcarburetor showing a modified regulating 4valve positioned in the primary mixture channeland v associated thermostatic controlling element;

Fig. 1 0 is .a detail sectional view takenalong the line 10L410 oi' Fig. 9, showinginplan [a vthermostatic. element for the` regulating Naive;

Fig.` 11 is a plan view o f the throttler operating 6'5 device` and a thermostatic control therefor, the cover being shownin section;

Fig. 12 is a side view ,of the device shown in Fig; l1 with the vcover in section;

Fig. 13 is an end view of the device'shown in 70` Fig. 11 with'the` cover in section; i Fig. 14 is aview partially in section showin the thermostatically controlled circuit -making and breaking element, its, movable and vstatilinary contact, the throttle having an armature secured to it, andan electro-magnet foroperating the armature; i y Fig..15 is a sectional view of the heating unit shown `in Fig. 4, `the wire winding having `been partially omitted for the sake of clearness. Fig. 16 is a sectional View taken along the line 16.-16 of Fig. 15, but illustrating the winding in position;

Fig. 17 is a view showing' an internal combus tion engine with the carburetor in `j )lace and the main fuel supply tank and conduits leading to and from the; carburetor;

Fig. 18 is a diagrammatic view of the `electric connections between thevarious electric elements mounted on the carburetorand an electric system associated with the engine.

' The drawings illustrate a preferred embodiment of the invention particularly adapted to a power, heat and light plant for farm orV home use deriving its energy from an internal combustion engine designed to run at. a, constant speed. f'

In Fig. 17, E indicates, in general, al power plant ofl well known type including Van internal combustion engine and a dynamo-"electric ma'- 100 chine adapted to operate either as a generator or as a'motor; C indicates a charge forming in` strumentalityQhere designated a carburetor, for mixing air and fuel inzproportions to -form combustion charges and deliver them into the; combustion` chamber of the engine; T indicates a tank constituting `the main fuel reservoirgfrom which fuel is deliveredto thecarburetor by any suitable force feed meansmsuch as an engine' driven pump designated by the letter P, through engine, and certain fuel modifying and supplycontrolling devices, all of which will be presently described.

The body 20 is adapted to be secured to the engine and supports all parts of the carburetor.

It comprises a disc like member 22 having a generally flat under surface surrounded by a circular rebate 23 constituting a seat for the'upper edge of casing 21 which is secured to and supported by said body in a manner to be described hereinafter. Crossing diametrically the upper side of disk member 22 and preferably integral with it 'is a rridge 24, one end 'of which may terminate substantially at the edge of the disk member 22, the other end merging into an elbow-like tubular `member 25'overhanging the edge of the disk member, and having an openvended passage 26 extending therethrough. Within the ridge 24 is va passagev 27 :plugged at one end as at 28, the v opposite reduced end 2.9,of Awhich enters the passage26 `within the elbow-likeelement 25 between its ends. Passage 27 is in communication with the carburetor fuel chamber 21 by transverse port 30.` The body 20 is intended to be bolted to the engine casing through flange 31, so that the upper and outer end 'of vpassage 26 registers with a charge intakeport in the eng-ine cylinder or inn-ae manifold. The reduced end 29 of pas'- sage-.27 terminates in'a gradually contracting approachformed by Vsloping the Wall of said passage at 32 insuch manner as to leave the floor of passage 2 7 substantially straight betweenv the portl 30 and the reducedend of said passage where it communicates transversely with the passage '126.' Between its open ends passage 26 is reduced as at 33,"so as to receive a fixture 34 having an lhour-glass shaped passage through it constituting a Venturi tube'. yIn the outer side of fixture 34 is an annular groove 35 disposed a little above the narrowest portion of the Venturi passage, said grooveA communicating with said passage by meansof ports 36 at points above the most contracted zone of the Venturi passage. Fixture 34 is held Within member 25 by a screw 37 in such lposition that the reduced opening 29 of passage 27 communicates with the groove 35, the lower edge of'said groove being flush with the lower side of said opening., The passage 27 which leads from the carburetorreservoir is hereinn designated the primary fuel passage andpassage 26 with which passage 27 communicatesat substantially right angles is herein designated thesecondary fuel passage. If the carburetor' fuel reservoir `21- is supplied with liquidfuel, the suction exerted by the engine when running is rendered effective, through means tofbe rpresently described, to draw acombustible mixture into Aand through the passage k27, and thence vinto passage ,26 where it minglesy with a supplementary current of `air drawn through theVenturi conduit and passes to the combustion chamber of the engine.

Fuel feed pipet (see Figs.' 3,' 7 and 13) discharges vliq'uid fuel into the carburetor reservoir 21 by Way of hole 38 piercing the body 20, through the center of-a threadednipple 39, to which the discharge end of pipe t may be connected by an ordinary compression coupling nut 40.

Extending upward through the bottom of casing or reservoir 2l with which it makes a fluid tight connection, is a weir 41 consisting of a relatively large pipe, the open upper end of'which reachesnearlyto the under side of body 20. By this means the fuel in reservoir 21 is maintained during the normal operation of the engine at the level of the open upper end of said pipe, any excess supply running downward through said pipe whence it may be returned through pipe t to the main supply` tank T. There is a threaded hole 42 in body 20; coaxial with the weir 4l, that is closed by a threaded vent plug 43 having small vents 44 therein to permit free communication mon to both the normal fuel supply drawn directly from the reservoir formed by casing 21 and the auxiliary fuel supply drawn from the primer tank or auxiliary reservoir. lThe auxiliary reservoir is'filled by vgravity at times wheny the engine isl not running and yields the supply then Vobtained at a decreasing rate during a shortperiod after the engine has been started." The means by-which' this object isachieved will now bedes'cribed. l

' Enclosed by casing 21 and supported (as best shown in Figs. 2 and 6). from body member 2,0

is a hollow body, conveniently'made vby casting,

composed of two arms arranged to forma -substantially right angled hole, one of the arms 45 vextending vertically adjacent the inner wall of casing `21, and the other arm l46 extending horizontally from the lower end of arm 45. The vertical or upright arm 45 is drilled or otherwise provided with! a passage extending completely through. it` from end to end, but counterbored or otherwise enlarged from each end, said enlargedk portions of thepassagebeing connected by a restricted port 47nearer the lower than the upper end. The passage above the restrictedport 47 constitutes a primary mixing chamber or initial fuel well 48 which is considerably larger and longer than the passage 49 below said restricted port. Horizontalarm 46 has therein a passage 52 extending from 'said passage '49 -to a threaded hole 53 extending from it to the upper side of said L arm. The passage 49 constitutes a conduit for auxiliary fuel on its way from the auxiliary reservoir, presently tobe described, to the primary mixing chamber or fuel Well-,48` and also, particularly at times whenfthe engineis Well started and running normally, a passage by which air enters `the primary mixing chamber orfuel Well48 and atomizes fuel drawn from the carburetor fuel reservoir; said passage 49 also accommodates a primary' fuel supply jet nozzle Vv50, the lower end of which is in direct communication rwith the supply of fuel in reservoir 21l and the upper end of which terminates at the upper end of restricted port 47, leaving an annular space between it and the wall of said port'for the passage of air or .bin

t in body 20. The last named hole is counterbored at its upper end as at 55, and the upper threaded end of tube 54 is disposed within said counterbore. A special nut 56 is provided with an enlarged head 57 is screwed to the threadedend of the tube 54 Withinthe counterbore, the under- In order that liquid may be drained from the carburetor fuel reservoirln case of need,a transverse duct 68 formed through the shank of clamp screw 67 .communicates` with a longitudinal duct 69 therein, which can be opened or closed by a needle valve threaded in a counin part fluid may escape through the lateral outi let 71, and if wholly removed, fluid may escape directly "downward through the counterbore.

For the purpose of. heating the fuel that is side of the nut head 57 Abearing upon theupperf-/fsupplied to the engine during the periodof start-l side of the body 20 surrounding the counterbore. Communication between the/ external air and the upper end of tube 54 is obtained by lateral openings 58 in the nut head 57. Sleeved over tube 54 is an inverted bell-like shell or priming tank 59, which has a hole in it for the purpose,

ythe lower open end of which rests against the upper side of arm 46 which is widened into` a shelf and provided with an annular countersink for receiving the lower edge of the shell, suitable packing being interposed for the purpose of making the joint between shall and shelf fluid tight. Betweenthe upper surface of shell or priming tank 59 and the lower surface of .body 20 spacing or fllling blocks are interposed, the tube 54 passing through and hold them in place. At least the spacers 60 and 61, respectively contacting with the upper side of .the shell 59 and the lower side of the body 20, should be made of suitable yieldable packing material to insure that the joints shall be fluid tight. The intermediate spacers 62 may be of any suitable material. Y A gasket 63 may be` placed over the upper end of varm 45, and a gasket 64 interposed betweenI the 45 and upper spacer 61` will then bearsnugly against the under side of the body 20, the fuel well or mixing chamber 48 then registering with port 30. That portion of tube 54 which `is within the Vshell 59 has a number of lateral orifices 65, 65a, 65h, and 65e, spaced from each other longitudinally of the tube and progressively decreasingin area, respectively, from lthe highest opening 65 to .the lowest 65e. The shell 59 vconstitutes a reservoir for the priming or auxiliary fuel supply hitherto mentioned, and cannot be filled, except by fluid flowing from the carburetorl reservoir ,21 through nozzle 50, nor dis- .charged except through the annular space 47 encircling the end of said nozzle.

It has been stated heretofore that' casing 21, which forms the carburetor fuel reservoir, is

`secured to body 2,0, vbutwithout specifying the means for securing it. Referring particularly to Fig. 6, it may be seen that the upper edge of casing 21 flts snugly within the rebate 23 as previously stated, with a suitable packing gasket properly disposed to makev tight the joint between casingand body. In the bottom of casing 2i is va hole 67a which alines axially with tube 54 when the casing is in place. Also in axial alinement with tube 54, but in the under side of arm 46 is a threaded socket 66. A headed clamp screw 67, passes through-the hole 67a and screws tightly into socket 66, thus binding the casing 21 against the body 20. A suitable packing gasket is interposed between the head of screw 67 and the bottom of casing 21 to prevent leakage.

Anut or washer 93.

ing or initial operation in cold weather, a heater is disposed in the fuel well or primary mixing f.

chamber 48. The heater lcontrived. for this, purpose is best illustrated in Figs. 3, 4, 6, 15 and 16, to which reference willnow bernade.

Extending through the upper Wall of `dey scribed ridge 24 of body 20 is a threadedv hole -72 m which is in axial registration with theport 30 and fuel well 48 andfpenetratestothe primary fuel mixture passage. 27. Within thethreaded hole 72l is fitted a hollow screw 73 lhavingpa flange 74, the under side of which is adapted torest on top of -the ridge24. `An insulating plug 75 having a flange 76 flts .within the hollow of screw 73 with its flange bearingon top ofthe flange 74. Two parallel metallic pins 77 and 78 functioning as conductor postsor terminals pass -k through said plug, preferably one on eachside of the axis thereof, and project above the plug.

yAnother insulating flanged body79 having two metallic conducting sockets 80, 81 molded` therewires 83 and 84. Screws 85 pass vthrough `the flanges 76 and 82 of the described insulating bodies and are threaded into flange 74 ofthe whollow flanged screw 73. The assemblage just describedconstitutes a means for holding aheating element andfor :conducting current thereto.

A rod 88 having its upper end offset, vasvat 89, orV otherwise rformed vso that it may be anchored to the insulated plug75, and serve asa conductor, passes through and `.depends vfrom the central portionof said plug, the-upper endv of said rod having electrical contact with the described metal pin 77. Surrounding and carried by the rod 88 is a heater core 90 made of any suitable insulating material, such as soapstone, not affected by fluid hydrocarbon fuels. preferably iluted, Fig.y 16 showing it to. have-five alternately arranged Iparallel grooves andridges is threaded to receive a nut and washer93,k and soapstone, surroundsthe rod and is held against the lower end of core 90 to sustain it-by said nut and washer. Collar 94 is perforated, as at 95. A conductingwire 96 havingone end attached to metallic pin 78 is uWound helically around the core v90, passed through oneof lthe holes 95 in collar 94 and secured in good electrical contact with rod 88, as -by means of the When conductors 83 land 84 are properly connected with a source of electri- H cal energy, a circuit is completed from conductor 83 through socketv 80, pin 77, rod 88, heater wire 96, pin 78, socket 81 and conductor wire 84. VAS will be llater explained, the heater is started in in is arranged with its `flange 82 in contact with i The core 90 is x35 anins'ulating collar or disk 94,V preferably of operation when the engine is started, provided the temperature is below a predetermined point, and ceases to operate after the engine is well started.k v i In Figs. 4 and 14 there is shown, locatedl in the deliveryend of secondary mixture passage l26, a valve '97, of butterfly type, which serves at times to baille the stream of vair and fuel llowing toward the engine intake. This valve or baille 97 may be designatedthe throttle valve` It is secured to a rotary stem 98 and is susceptible of being arranged flatwlse and parallel with the direction of flow of the combustible mixture, then offering 'little or no obstruction to the current,

or crosswlse or obliquely of the direction of flow to partially close the auxiliary passage, baille the stream and receive upon itself the impact of drops or particles of liquid' fuel being carried through the passage, `which collide vwith it and are thereby broken into smallerV particles to be mingled with the secondary stream of air. The wetting yof the valve or baille 97 also facilitates the evaporation of the fuel andthe mixing of it with the air which rushes against and around'said baille. Valve 97 is heldin wide'open position by a spring 499 unless some other force is exerted to overcome the elastic force of the spring. Spring 99 is coiled around stem 98, with one end secured to the stem and the other end secured to the body 20.

In this embodiment the baille plate or throttle valve 97 may be moved to partially close the passage 26 in opposition' to the force of spring v99 by an electromagnet the construction and arthe plane of the valve, and tends to lie between the magnet poles transversely of lines extending between said poles, as indicated in Fig. 4,y and by dottedlines in Fig. 1l. When the coil is energized the amature 98 is attracted by the magnet into the position indicated in Fig. 14 and moves the "valve 97 so as to partially close the Apassage 26. One end 105 of the winding 103 may lead directly to a source of electrical energy, but the Y other end 1106 is connected to a thermostatic switch in order that the magnet may not be energized except when a predetermined low temperature'exists.

The thermostatic switch mentioned in the preceding paragraph may comprise a heat responsive element 107, of ordinary bi-metallic or other `suitable construction, of approximately inverted U shape arched over the coil 103. As shown in Figs. 11', 13 and 14, the one end 108, is secured to a supporting bar 109 while the other end is free and carries a contact 110. Another contact 111 is carried on a spring plate 112 in such position that when element 107 distorts in response to a sufficiently low temperature, contacts 110 and 111 will touch and complete a circuit to be presently described. Bar 109 may be secured to one of the arms or pole pieces of the magnet on one side, while on the other side may be secured a bar 113 to one end of which one offset end of the spring plate 112 is held. An adjusting screw 114 may be threaded through bar 113 adjacent its other end and bear against spring plate 112 so that the latter may be adjusted in such manner as toshlft the position of contact 111 toward or away from contact 110, in order that said contacts may be adjusted to close at different temperatures. A conductor wire 84 leads from the spring plate 112 to a source of electrical energy through the described heater.

In the embodiment disclosed the assembly of the electro-magnetic throttle controlling `means and the thermostatic circuit closer is housed and protected by an inverted cup shaped housing 127 which may be supported by any suitable means such as screws 128, passed through open end slots formed in downward projecting ears 129,V and threaded to the magnet pole pieces or their supports. Housing 127 confines heat generated by the magnet coil and delays its dispersion. By reference to Fig. 17 it will be perceived that the housing 127 and inclosed assembly is so close to the engine that the heat generated by the engine during continued operation thereof will keep the thermostatic switch open and prevent operation of the heater or partial closing of the baille or throttle'97 as long as the engine runs normally.

- Before proceeding to a description of the electrical circuits and sources olf electrical energy utilized in this invention, a means for regulating the size of the passage for fuel mixture in the priming fuel mixture passageway 27 will be described. Adapted to partially obstruct or open the passage 27 in a regulating valve 116, here shown as of butterfly type, secured to an oscillatory stem 117 extending across the passage and having one end protruding through a hole 115 in the top of the ridge 24 on body 20. To the protruding end of stem 117, as shown in Figs. 3 and 4, is fixed a lever 118 having a upturned handle 119 and a widened part provided with an arcuate slot 120 curved about the axis of stem 117 as a center; A headed screw 121 passes through said slot and, engages a threaded hole in the body 20. By this means the regulating valve 116 may be adjusted manually to afford any desired size of throat for passagevof primary mixture, and said valve may be fixed in the chosen position by setting up the screw 121.

Instead of the just described simple hand adjusting means for regulating valve 116, there may be substituted a hand adjusting device supple# mented'- by an automatic means responsive to changes of temperature. This is illustrated in Figs.A 9 and 10, wherein is shown an oscillatory plate. 122 carrying a raised cylindrical housing 123 and having a handle 124 which adaptsthe plate. to be moved angularly by hand about the axis of valve stern 117. The inner end of a spiral band 125 is secured to the stem 117, while the outer end thereof is secured to the housing 123. Screws 126 are provided for fixing the plate 122 in any desired position of adjustment. The spiral band 125 is a thermostatic element of known type which tends to contract or expand in response to variations of temperature. By means of the adjusting plate and lever described it may be so set as to regulate automatically the size of the throat through passage 27 in response to changes through a predetermined range of temperature.

Referring now to the diagram -in Fig. 18, the electrical power equipment of the plant including the circuits for the already described electric heater and electro-magnetically operated throttle valve or baille will be disclosed and explained. In said diagram 130l indicates a motor generator of known type adapted to operate as a motor to start the engine or as a generator driven by the 136 and thus close a circuit between them. The

core 137 is surrounded by windings 138 and 139.

A spring 140 tendsto'elevate the armature and hold the bridge away from contacts 135 and 136. The upper end of said armature may terminate in a knob or button 141 which may be considered as the starting button to be pressed upon to close the circuit between contacts 135 and 136 when it is desired to start the engine. coil 96 is connected to stationary contact 135 by Wires 83 and 145, and the other end to contact 111 by wire 84.' Contact 110 adapted to close a circuit through it and contact 111 is connected by thermostatic element 107 to wire 106, which is connected to coil 103 the other end of which is connected to battery by wires 105, 146. The ignition circuit 142, in which 142a indicates the timer, is connected across the battery and may be rendered operative by closing switch 143.

When the operator decides to start the engine he depresses the button 141 thus closing the circuit between the stationary contacts 135 and 136. Current then flows from battery 131 through wire 144, contact 136, bridge switch 134, vcontact 135, winding 138, wire 147, to the motor generator, and returns vthrough wire 148 and wire 146 to the other side of the battery. Some currentv flows from winding 138 through winding 139, wire 149, wire 148', wire 146 to theother side of the battery. The coils 138'and 139 are so wound that when current is flowingfrom the battery to thev motor generator they oppose each other and do not hold down `the armature 133; the operator must therefore keep the button 141 depressed until the engine res regularly. After the engine has been well started'the motor generator begins to generate current which flows by way of wire 147, winding 138,contac't 135, bridge 134,contact 136, wire 144, battery 131, and from the'other side of battery by wires 146,V 148 to the motor' generator. Current also flows from motor generator. by wire 147, winding 139, wire 149 back to the motor generator.' When the motor generator is operating as a generator, the windings 138, 139 assist each other andhold the bridge 134 in engagement with contactsl 135 and 136. y

Assuming that the thermostatic device 107 is adjusted to close at a temperature of 40 F. or

below, and that the temperature at starting isabove 40 F., the thermostatic switch vremains open and no current flowsthrough the heater coil 96 or the coil 103 ofthe magnet that controls the baille or throttle valve 97. Should the temperature be below 40 F. when the starting buttonl is depressed, the contacts 110, 111, will of course have been closed and-current will ow from the battery 131 through wire 144, contact 136, bridge r 134, contact 135, wires145, 83 to coil 96, wire 84, contacts 111, 110, element 107, wire106,.coil

103, wires 105, 146 to battery 131, thus generatinglOne end of heater the coil to cause theA thermostatic switch to open. Should the thermostatic switch remain closed after the motor generator begins to generate, current will continue to flow through the heater and `magnet coils 96 and 103 by way of wire 147, contact. 185, wires 145, 83, coil 96, wire 84, contacts 1h11, 11,0, element 107, wire 106, `coil'103, wires `105, 146, 148 to motor. generator.

Although the mode of operation of the charge forming apparatus may be understood from the y foregoing description read in` the light of the drawings, a brief explanation will now be given under conditions prevailing: (l)v When the engine is "running normally; (2) When the engine is started in an atmosphere above say 40 F.; (3) When the engine is started in an atmosphere below say'40 Fl I (1) When the engine is running normally, and is therefore warm so that fuel vaporizes readily, the thermostatically controlled contacts remain open and no current `flows through heating coil 96 or magnet coil 103. At this time therefore the heateris cold and the baille or throttle wide open. The regulating valve 116 is adjusted to a position suitable for the prevailing temperature conditions and the demand of 'theengine The engine and dash line a-a in Fig.` 6.' y There is now lno fuel in theV primer tank 59. The pressure due to thehead of fuel in reservoir 21 causes fuel to spurt upward through the contracted duct in nozzle 50 into the passage 48 which now functions as a primary mixing chamber,` inasmuch as the pumping action of the engine produces a pressure lower than atmospheric in passages 26, 427' and 48, and atmospheric air rushes through openings 58, tube 54, passage 52, annular passage 49, pulvverizing and mingling with the fuel issuing from the mouth of nozzle 50. The mixture of finely subdivided fuel and air flows through well 48 now functioning as the primary mixing chamber into primary mixture passage27, thence past the vceases and the pressure in said reservoir and in passages 26, 27, 48, and all connected spaces becomes equal to that of the external air. Gravitation then acts upon the fuel in reservoir 2l caus- `l`ing it to issue from nozzle 50 thence it flows through passages 49, 52, 53, tube 54, orices e, 65h, 65a, and 65 intothe chamber within primer tank 59, and fuel rises then in passage or fuel well 48 until the level is the same in reservoir 2l, primer tank 59,'tube 54 and fuel well 48. The capacity of primerv tank andconnected passages is so proportioned with respect to the capacity of carburetor fuel reservoir 21 that the level will now be substantially as-indicated by dot and dash line b-b in Fig. 6. Assuming now that the temperature of the atmosphere surrounding the -valve 116 into secondary mixture' passage 26,

plant is above say 40 F. and that it isfdesired to 145 start the engine; the thermostatic controlled contacts are nowopen', the heater in well 48 is cold, the magnet coil 103 unenergized and baille or throttle 97 wide open. When the motor generator, upon closing of switch 132, rotates the eninto the well 48 supplemented of course, by fuel from the reservoir 21, issuing throughnozzle 50. The force fuel feed also is now in operation deliv- 'ering fuel into said reservoir 21. As the suctionl strokes of the engine piston continue the supply of priming fuel in tank 59 falls lower and lower as does accordingly alsothe depth of fuel in well 48 on successive piston` strokes. Furthermore, as the revolutions of the engine continue, priming fuel is delivered tothe well 48 at a decreasing rate owing to the decreasing size of the orifices in tube 54, until nally, all of the priming fuel is sucked from tank 59 and connected passages. Air passes through tube 54, .passages 52 and 49 and atomizes fuel issuing through nozzle 50 mingling with it in well 48, which now acts as a primary mixing chamber. The apparatus from then on functions as described under paragraph (1').

(3) Assuming now the engine has been stopped and the fuel in the carburetor fuel reservoir 21, priming tank 59 and fuel well 48 to be as described in the preceding paragraph under conditions (2) that the temperature of the surrounding atmosphere is below say40 F.; and that it is desired to start the engine. Upon closing the switch 132 the motor generator rotates-the engine, whichr draws priming fuel from the well 48 in the manner described under assumed conditions (2). But as the temperature controlled contacts 111 and 110 are now closed, the heater in well 48 becomes hot and heats the liquid fuel therein (in which the heater is atl rst `partially submerged) and the pulverized fuel passing therethrough. The balfle or throttle valve 97 is now turned to obstruct the stream flowing through passage 26 and receives the impact of liquid fuel particles breaking them into finer particles, and alsobecomes wet with fuel which is absorbed by the strong current'of air drawn into the lower end of passage 26 and around and past the baille to the engine intake. By the time vthe engine gets to running normally,.the coil 103 will have generated sufficient heat to open thecontacts 111, 110 and the heat of the normally operating engine will thereafter keep themopen, so that the heater ceases to function as a heater and the throttle or baille valve 97 will open wide, whereafter the lapparatus operates as described under condition It will be understood that the regulating valve 116 will be set by hand to the position best suited vto the demands of the engine which may be devwill be automatically effected.

The described charge forming apparatus will obviously operate in conjunction with a plant ln which the engine is automatically startedin .response to the demands ofthersystem in the same manner as when used in conjunction with a manually controlled starting motor, such as is f illustrated in Fig. 18.

While the embodiment illustrated and described is that which is now preferred, it is to be understood that it is exemplary only and that the invention may be embodied in other forms within the scope of the appended claims without departing from the principles thereof.

l.` In a charge forming means for an internal combustion engine provided with an electrically operated starting means and means for energizing same, the combination with a carburetor including a fuel mixture channel and a fuel mixing device; `of a normally ineffective electric heating device associated with the mixing device and a circuit therefor controlled by the means for energizing the ystarting device and adapted to be brought into effect to heat the fuel mixture while theengine starting means is operated to start the engine only at temperatures below a certain predetermined temperature.

2. In a charge forming means for internal combustion engines provided with a starting means, the combination with a carburetor including a fuel reservoir, a fuel mixture channel and a fuel mixing device interposed between the reservoir and the channel and located within said reservoir; of a heating device adjacent the mixing device and means adapted to be brought into effect by the starting operation to heat the fuel mixture while the engine starting means is operated to start the engine. l

3. In a charge forming device for an internal combustion engine providedwithA a starting means; a carburetor including a carburetor fuel reservoir; a primer fuel reservoir; a fuel lmixture channel; a fuelv mixing device interposed betwen the two reservoirs and the fuel mixture channel; a heating device associated with the mixing device and means responsive to the starting operation adapted to be brought into effect to heat the fuel mixture during the operation of the engine starting means.

4. In a charge forming meansfor an internal combustion engine provided with a starting means; acarburetor comprising a Vmain body portionincluding a fuel mixture passage; a carburetor fuel reservoir; a primer reservoir in coxnmunication with and positioned Within said carburetor fuel reservoir; an atomizing and mixing device interposed between the carburetor fuel. reservoir, the primer reservoir and the fuel mix- `ture passage, a heating device supported by the body portion of the carburetor and interposed between the mixing device and the fuel passage and means operative in response to the starting operation adapted to lbe brought into effect to cause the heating device to heat the fuel passing from the mixing device while the engine starting means is in operation to start the engine.

5. Ina charge forming means for an internal. combustion engine provided with a starting means; a carburetor comprising a main body portion including a fuel mixture passagev and a throttle valve in one of said passages; a fuel mixing device associated with the said carburetor; a heating unit for heating the yfuel mixture passing into the" fuel mixture passages of the carburetor; a throttle and throttle controlling de vice, a thermostatically controlled means for causing said device and said heating unit to be either operable or inoperable and means tocause said heating unit and throttle controlling device to be brought into effect in response to operation of the engine starting means when the thermostatically'controlled means is in one position whereby to cause the heater to heat fuel passing into the mixture passage and the throttle controlling device to operate the throttle for controlling the mixture passing through the fuel mixture passage.

6. In a charge forming means for an internal combustion engine, including an electrical starting means; a carburetor comprising a fuel mixture channel having a throttle valve normally held in open position, an electrical heating unit associated with the carburetor, an electrical device associated with the throttle Valve for operating same, a thermostatic controlling means adapted to cause said heater and said electrical device to be operative or inoperative; and means rendered effective in response to the engine starting activity when the thermostatic devices are in one position to render the heater and valve controlling means operative.

7. In a charge forming means for an internal combustion engine provided with an electrical starting device; including a circuit; a carburetor comprising a main body portion having a fuel mixture passage; a throttle valve located within said passage and normally held in wide open passage position; an electrical heating unit associated with the carburetor for heating the fuel passing therethrough; an electric device adapted to operate the throttle valve, a circuit in which said heater and device are included; a thermostatically operated circuit opening and closing device therein which at certain predetermined low temperatures will enable said heater and device to be energized and at certain higher temperatures will cause them to be de-energized; and means responding to current flowing in the circuit of the electric starting device whereby when said device is brought into effect for the cranking of the engine, the heater unit and throttle operating device will also be brought into effect for heating the fuel flowing through the carburetor and operating the throttle to choke 1 the fuel mixture passage respectively; provided the thermostatically controlled circuit making and breaking device is in circuit closing position,

8. In a charge forming means for an internal combustion engine provided with an electrical starting system including a source of current, a dynamo electric machine capable of acting as a generator for charging the source of current or as a motor to crank the engine, and a .controlling switch interposed between said dynamo electric machine and the source of current; a carburetor having a fuel mixture channel provided with a throttle valve normally held in channel open position; an electric heating unit associated with the carburetor for heating the fuel mixture passing therethrough; and an electro-magnetically controlled throttle operating device, a circuit therefor depending for energization on the circuit of the starter, a circuit making and breaking means in said circuit that includes the heater and throttle actuating device associated with a thermostatically controlled element which at comparatively high temperatures will tend to hold said circuit making and breaking means in circuit breaking position and in comparatively low temperatures will tend to cause said circuit opening and closing means to be in closed position, whereby, when the controlling switch is operated for starting the engine, current will be permitted to flow through said throttle controlling device4 and heating unit when said thermostatically controlled circuit opening and closing means is in circuit closing position for purposes set forth.

9. In a charge forming means for internal combustion engines, the combination of a starting device for said engine, a carburetor having a mixing chamber, a heating element in said mixing chamber, and means associated with said starting device for rendering said element effective to heat the mixture only at temperatures below a certain predetermined temperature, when the starting device is operated to start the engine.

10. In a charge forming means for internal combustion engines, the combination of a starting device for said engine, a carburetor having a mixing chamber, a heating element in said mixing chamber, means associated with said starting device for rendering said element effective to heat the mixture only at temperatures below a certain predetermined temperature, when the starting device is operated to start the engine, and means for rendering said heating device ineffective when the engine temperature reaches a predetermined degree.

11. In a charge forming means for internal combustion engines, the combination of a carburetor having a primary mixing chamber, a secondary mixing chamber adapted to receive a primary mixture of fuel and air from said primary mixing chamber, an air inlet for said secondary mixing chamber, a starting device for said enginefa heating element in said primary mixing chamber and adapted to heat the primary mixture before delivery to the secondary mixing chamber, and means associated with the starting device to render the heating element effective, whereby said element generates heat in response to the operation of the starting device to start the engine.

FRED E. ASELTINE. 

